Signal and gate-operating means for railroad-crossings



` J. VIRAG.

SIGNAL AND GATE OPERATING MEANS FOR RAILROAD CROSSINGS.

APPLICATION FILED Nov.17, 1917.

I. VIRAG.

SIGNAL AND GATE OPERATING MEANS FOR RAILROAD CRGSSINGS.V

APPLICATloN FILED nov. 1.1, 1917.

1,344,525. Patented June 22, 1920.

2 SHEETS-SHEET 2.

UNITED STATES PATENT OFFICE.

.Toi-1N` VIRAG, or DAYTON, OHIO.

Specification of Letters Patent.

Patented June 22, 1920.

pplicaton led November 17, 1917. Serial No. 202,664.

To all whom t may concern:

Be it known that I, JOHN VIRAG, a citizen of the United States, residingat Dayton, in

the county of Montgomery and State of Ohio, have invented new and usefulImi provements in Signals and Gate-Operating leans forRailroad-Crossings, of which the following is a specification.

This invention relates to a signal and gate operating means for railwaycrossings, and one of the objects is to provide for giving an audiblesignal at the point where a railway crosses a highway and forautomatically operating a gate or plurality of gates to prevent thepassage of vehicles upon the approach of a train.

Vith the foregoing and other objects in View, the invention consists inthe novel construction, combination and -arrangement of elementshereinafter described and claimed.

In the drawings, y

Figure 1 is a diagrammatic view showing the apparatus located adjacentto thecrossinfr of a highway and railroad.

tig. `2 isa view,'partly in` section, of a clutch controlled by asolenoid, these elements being located between the motor shaft and oneof the gates tof'be operated.

Fig. 3 is a detail in elevation and section showing mechanical means forlconnecting and operating oppositely located gates.

The highway to be protected is indicated by theinumber 10,conventionally, and the track by 12, this track comprising a series ofinsulated sections which constitute in a measure minor blocks. One ofthese insulated sections is designated 14, an adjoining section is shownat 15, and a further section at 16. The insulated section or block 15extends on both sides of the highway crossing a suiiicient distance topermit of the lowering of the gate o1' gates at a suitable time in Yadvance ofthe passage of the engine or train over the crossing.

The insulation between the track sections is shown at 17.

A bell 20 is mounted in any suitable manner at a point adjacent tothecrossing proper and is under the control of a circuit comprising wires21 and 22 connected respectively withthe rails of track section 14, thisbell also having connection with the rails of :track section 16, inorder that the bell may give a signal when the bell circuit is completedby the approach of a train in either direction. The wires leading totrack sec- \tion 16 are shown at 24 and 25 and the battery isdesignated26.

The circuit through track sections 14 and 16 is broken after the trainpasses these sections. Means may be provided for causing the bell tocontinue to ring after the train enters block 15 by providing a shuntcircuit from the motor circuit described below.

The gates 30, 31, 32 and 33 are' Operated by means of an electric motoror motors designated 35, 35 one of these motors controlling the movementof gate 30 and the other motor controlling gate 32. Gate 31 and gate 33may be controlled mechanically from gates 30 and 32. The gates arebalanced, the shorter arm however of each gate being slightly heavier,so that the gates will re- :turn to open position when the actuatingmeans therefor permit their return. The circuit through the motorsincludes a source of current 38, wires 41 and 42 connected with therails of track section 15, wires 59, elements 58, and wires 5, 6 and 7.

The motors continue to operate as long as the train remains on section15 of the track andwhen the train first enters that section the circuitlast named is completed and the gates are caused to move into operativeposition to obstruct the highway. The motors will continue to run asindicated, but no further mechanical action willresult so far as thegates are concerned, in view of the circuit described below. In F ig. 2I have shown means for mechanically connecting the shaft of the motorwith the means for operating the gates, whereby the motors may continueto operate while the gates are held in their lowered position.

A clutch employed for the purpose indicated comprises a plurality ofclutch members 50 and 51 one of which is carried by the Vcore 52 of asolenoid, the coil being designated 53, this coil carrying sufficientcurrent -to throw the clutch members into positive engagement for theinitial operation, after which a resistance element 65 is thrown intocircuit when the gate has reached its lower position. The currentsupplied to the coil is thereby reduced to such an extent that slippingaction is permitted between the clutch members 50 and 5l and the motormay operate as indicated without producing further mechanical action sofar as the gates are concerned. The circuit is first through contacts57, 58, but upon the rotation of the motor shaft and clutch elements inraising ari the device 51 on clutch element 5l serves to separate thecontacts at .time7 breaking the circuit at that point and therebythrowing in the resistance 65 connected with wire 60, and reducing thecurs rent on coil 53, for the purpose indicated.

A shunt circuit for operating the bell from the motor circuit after thetrain passes into the block or track section l5 comprises a plurality ofconductors 70 and 71.

What is claimed is:

In a device of the class described, an insulated track section, aplurality of gates certain of which are mechanically operated and othersof which are mechanically and electrically operated, a motor foroperating of the motors While said track section is oci cupied and thegates are closed, said means last named including an electricallycontrolled clutch, a circuit therefor, and a resistance automaticallythrown into circuit with the electrical controlling elements of theclutch when the gates assume ahorizon# tal position.

In testimony whereorl l alii); my signature.

JOHN VlltiG.

